Car-coupling.



PATENTED DEC. 27, 1904.

J. MOWATTERS.

CAR COUPLING.

APPLIOATIQN FILED MAY 14. 1904.

INVENTOH ATTORNEY UNITED STATES Patented December 27', 1904.

JAMES MCWATTERS, OF ST. AUGUSTINE, FLORIDA.

CAR-COUPLING.

iSPECIFICATION forming part of Letters Patent No. 778,760, dated December 27, 1904.

Application filed May 14, 1904. Serial No. 207,932.

To all 71/71/0722. it may concern.-

Be it known that 1, James Molva'r'rnRs, a citizen of the United States, and a resident of St. Augustine, in the county of St. Johns and State of Florida, have invented a new and Improved Car-Coupling, of which the following is a full, clear, and exact description.

This invention relates to car-couplings of the Janney type adapted to couple together automatically. Ordinarily car-couplings of the type indicated have their coupling-knuckles so interlocked that if a car in a train becomes derailed, runs down an embankment at the side of the track, or falls through an open drawbridge the derailed car from its connection with the following cars of the train will almost invariably effect the derailment of the rest of the cars, causing a serious accident and possible injury to trainmen or others carried on the train,

The object of my invention is to provide novel details of construction for a car-coupling of the character indicated which will be very effective and reliable in service, convenient to operate, be very simple, durable, and of compact construction, and which will positively release a car-coupling of the Janney type, whether of the improved or ordinary construction, when the car having the improved ear-coupling thereon leaves the track from any cause and drops below the trackrails or the car in advance is derailed and its coupling is lowered.

The invention consists in the novel construction and combination of parts, as is hereinafter described, and defined in the appended claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of referenceindi cate corresponding parts in all the figures.

' Figure 1 is a side view of the improved carcoupling applied for service on a car shown in part. Fig. 2 is an enlarged side view of the improved car-coupling in closed adjustment. Fig. 3is a sectional plan view taken substantially on the line 3 3 in Fig. 2. Fig. 41 is a partly-sectional side view showing the details of the car-cupl1ng1n releasing ad ustment.

Fig. 5 is a plan view showing the knuckle of the coupling open and the front portion of the draw-head rocked downward into releasing position, indicated by the arrow in Fig. 4; and Fig. 6 is a transverse sectional view showing a feature of the invention substantially on the line 6 6 in Fig. 3.

The car-coupling having the improvements is provided with an ordinary draw-bar 10, held to reciprocate longitudinally on and below an end portion A of a car-body in the usual or any approved manner and may be springpressed forward by a cushion-spring B in the ordinary way, as indicated in Fig. 1. Upon the forward end of the preferably rectangular body of the draw-bar 10 a draw-head section 11 is formed or secured, as shown. The drawbar and draw-head section are formed integral, as shown, preferably when the car-coupling is cast into form from a suitable metal. The draw-head section 11 is formed with conveXed sitle walls that widen laterally and forwardly, thus giving conventional form to the drawhead section considered in plan, and a recess a is formed in the lower side of said section of a sufficient depth and area to adapt the recess for the reception of other parts to be hereinafter described.

To complete the draw-head body, a forward section 12 is provided, the peripheral form of which is shown clearly in Fig. 3, and, as is represented in said figure and indicated in Fig. 5, the rear half portion of the front drawhead section is similar in contour to the section l1,below which it projects. The drawhead section 12, considered in plan, is similar in contour to an ordinary Janney car-coupling draw-head having a horn 12 projected forward at one side thereof and two spaced ears or joint-leaves 12" formed at the opposite side and extended forward. A recess a is formed in the front draw-head section 12 of a proper depth, area, and lateral contour, and, as shown in Figs. 1 and 2, the rear half portion of said section 12 is reduced in height of its side wall, which wall is on the upper edge given substantially ogee shape, so as to mate the similar shape of the side wall ofthe section 11 on its lower edge. The rear end wall of the draw-head section 12 is fiat on its outer surface, and the rear wall of the recess ('1/ is parallel therewith, a sufiicient thickness being given to the material 6 intervening these transverse walls to give necessary stability.

In the transverse wall 6 at its center a vertical slot is formed. as is shown at 7/, and into said open slot a tongue or hinge member 0 is loosely fitted and pivoted by a transverse pintle-bolt c, this connection permitting the front draw-head section 12 to rock upon the rear draw head section 11, as appears in Fig. at.

\Vhen the draw-head sections 11 12 have the edges of their opposed portions impinged upon each other by the upward-rocked adjustment of the front draw-head section 12, the recesses a a in said sections together form a chamber that is partially closed by a front wall portion 12, which is a transverse extension of the horn 12, the front surface of the horn and said extension being concaved, as at (Z, and the front corner of the wall 12 removed to produce an inwardly-sloped continuation (Z of the concave surface on the horn and front wall, as is shown in Figs. 3 and 5.

Upon each side wall of the front draw-head section 12 an arm 12 is formed, these oppositely-positioned arms curving edgewise upwardl y and rearward, their inner side surfaces being adapted to have sliding engagement with the adjacent side surfaces of the rear draw-head section 11. A lateral projection 11 at each side of the draw-head section 11 is formed with concaved rear edges (2, that loosely contact with the arms 12, said arms and the projections 11 serving to guide the rocking movement of the front draw-head section from and toward the rear draw-head section and prevent side strain on the front draw-head section from laterally displacing it or putting an objectionable side strain upon the hingejoint between the draw-head sections.

When the draw-head sections 11 12 are in contact at their opposed edges, which is the normal condition of said sections, the upper surfaces thereof are level, and the draw-head portions 11 12 are held so arranged by an undulating plate-spring 13, that is secured byits rear end upon the lower side of the draw-bar 10 and thence extends forward and passes near the free front end thereof between two guidefianges g, spaced apart and depending from the lower side of the draw-head section 12.

A knuckle-block having essentially the usual form is hinged at the angular junction of the latch-jaw 14E thereon with the tailpiece 14*, said block being furnished with a jointleaf 14 at its center of thickness, said jointleaf loosely fitting between the joint-leaves 12 and being pivoted thereto by a bolt 15.

A tripping-shaft 16 is held to rock in a vertical position by its insertion down through two alined perforations formed in the upper wall of the rear draw-head section 11 and the bottom wall of the front draw-head section 12, this shaft having a lateral arm 16, formed or secured on its upper end, and may have a collar 17L formed thereon at said upper end to limit-the drop of the shaft by contact with the upper wall of the draw-head section 11, and preferably the lower end of the shaft 16 is slightly tapered to permit its disengagement from the perforation in the lower wall of the draw-head section 12. Upon the tripping-shaft 16 a latch-dog 17 is secured, consisting of a metal plate having proper thickness and furnished with a vertically-perforated hub 73, that receives the shaft and is thereto secured. The plate-like body of the latch-dog 17 is provided on its lower edge and near the outer corner thereof with a downwardly-projecting toe m, which loosely occupies a slot a, formed in the bottom wall of the front draw-head section 12.

A plate-spring 18, having proper tensional force, is loosely heldby one end in the chamber of the draw-head, and preferably said end of the spring is provided with a tubulation 0, which receives a pin 0', that projects upward from the bottom wall of the draw-head section 12, and, as shown in Fig. 3, the spring '18 extends across the chamberin the drawhead, so as to have spring-pressure upon the rear side of the latch-dog 17. The spring 18 is supported by an abutment-stud 7;, which projects upward from the bottom wall of said draw-head section at a suitable point rearward of the spring and contacts therewith, as indicated in Fig. 3.

The body of the latch-dog 17 near its free upright edge is curved so as to render the rear side thereof convex and the opposite forward side concave, as indicated in Fig. 3, and as appears in said figure the adjacent side of the free end of the tailpiece 14 is rendered concave, which adapts the upright front edge of the latch-dog to engage with said concave surface when the toe m is pressed into contact with the front end of the slot a by the spring 18, and thus holds the tailpiece from an outward rocking movement, the latch-jaw 14: being being thus held projected toward the born 12, this arrangement of parts being shown in Fig. 3.

The arm 16rnay be loosely connected at its outer end with the lower end of a rockable lever 16", pivoted upon the car-body or a support thereon, as shown in Fig. 1, whereby the vibration of the lever will correspondingly rock the arm 16 in a horizontal plane.

In operation the latch-jaw 14 when in the locked condition (shown in Fig. 3) maybe engaged by a similar jaw on the knuckle of an approaching car-coupling of the Janney type and be interlocked therewith if the approaching jaw is in opened condition, as the knucklejaw, if substantially like the one on the improved car-coupling, will first have contact with the concave front wall of the draw-head section 12, which will guide the knuckle-jaw laterally and close it.

If two car-couplings of the improved construction are to be coupled together, the lever 16 on either car is rocked so as to move the latch-dog 17 rearward against the stress of the spring 18, which will permit the toe or end of the tailpiece 14 to be swung outwardly, as appears in Fig. 5, or both knuckles may be released to permit the jaws 14 to swing outward. The knuckle-blocks on the approaching car-couplings will impinge on the concave front side of the horns 12 and be closed thereby, the closing movement pressing the tailpieces 14 into the openings in which they work, the continuation of the pressure on each latch-jaw 14 causing the tailpieces 14 of the knuckles to contact, respectively. at their inner ends with the concave front surfaces of the latch-dogs 17, which will be forced rearward against the tension of the springs 18, whereupon the inner ends of the tailpieces will pass the upright front edges of the latch-dogs and permit the springs 18 to press the latch-dogs forward until the toes in on the lower edges of said latclrdogs contact with the front ends of the slots 12., which will reliably lock theknuckles in closed adjustment.

At any time it is desired to release one of the improved car-couplings from coupled engagcment with another coupling of a similar type it is only necessary to rock the arm 16 toward the side of the draw-head whereon the knuckle is pivoted, which will rock the latchdog 17 rearward and release the tailpiece 1 1, whereupon a pull on the jaw 14; of the knuckle will turn it into the releasing position shown in Fig. 3 by dotted lines and Fig. 5 by full lines.

It will be seen that while the car of a train or a single car coupled by the improved coupling with a locomotive is running on a railroad-track that is intact the draft strain on the car coupling or couplings will not affect the car-coupling draw-heads, which will be thus held with their draw-head sections 11 12 in closed condition with regard to each other. If, however, a'car in the train should from any cause leave the railroad-track, so as to lower one or both ends of said car, it will be seen that the front draw-head section 12 will be rocked downward, as is indicated in Figs. 4 and 5, which will pull the knuckle-jaw 14 downward and out of coupled engagement with the couplingknuckle-jaw it has been engaged with, so that the cars following the derailed car will remain on the track, and in case the derailed car swerves sidewise, so as to fall down an embankment or into an open draw, the car will be instantly disengz ged at each end by the downward fieXure of 'the front section of the coupling of the car that remains on the track, so that a serious accident to the entire train of cars will be prevented by the releasing operation of the flexing front section of the improved car-coupling.

Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. In a car-coupling of the Janney type, a d raw-head comprising two sections, one hinged upon the other, and held to rock one toward and from the other.

2. In a draw-head of the Janney type, a draw-head comprising two sections hinged together so that one section may be rocked toward and from theother in the same vertical plane.

3. In a car-coupling of the Janney type, a draw-head comprising two sections hinged together near the opposed ends thereof, so that one section may be rocked toward and from the other, and a spring adapted to hold the draw-head sections imposed one on the other.

4. In a car-coupling of the Janney type, the combination with a draw-bar, and a rear drawhead section thereon, of a front draw-head section held to rock toward and from the rear draw-head section in the same vertical plane.

5. In a car-coupling of the Janney type, the combination with a draw-bar and a rear drawhead section thereon recessed in its lower side, of a front draw-head section hinged to the forward end of the draw-bar and having its upper side recessed to provide a chamber when the draw-head sections are folded together.

6. In a cancoupling of the J anney type, the combination with adraw-bar, and a rear drawhead section integral with the front end of the draw-bar and having a recess in its lower side, of a front draw-head section recessed on its upper side, a hinged connection between the rear ends of the draw-head sections, and an undulating plate-spring secured near one end. on the lower side of the draw-bar and impinging at the front end upon the lower side of the front drawhead section.

7. In a car-coupling of the J anney type, the combination with a draw-bar, and a draw-head there-on having an integral chamber open at the front, of a knuckle-block having a tailpiece and pivoted at one front corner of the draw-head so that the tailpiece may be rocked into the chamber and out of it, a vertical shaft held to rock in the upper and lower walls of the draw-head, means to rock said shaft, a plate-like latch-dog held on the shaft and spring-pressed forward for engagement with the tailpiece, said dog having a toe that de pends from the lower edge thereof and works in a slot in the lower wall of the draw-head, the engagement of said toe in the slot limiting the rocking movement of the latch-dog.

8. In acar-couplingof the Janney type, the

flz 778,760

engagement with the lower edge of the rear draw-head section, and means for locking and releasing the knuckle.

In testimony whereof I have signed my name 15 to this specification in the presence of two subscribing witnesses.

JAMES MOWATTERS.

' Witnesses:

J. W. ALLEN, J BEAGHEM. 

